Train stop for railroad-train controls



March 10, 19254. 1,529,058

H. S. FOLKER TRAIN STOP FOR RAILROAD TRAIN CONTROLS Fileql Feb. 1923 3 Shuts-Sheet l 2&

INVENTOR l/orvmm 5, F01. KER? :VVBY 1 -11 ATTORNEY March 10, 1925- I 1,529,058

H. S. FOLKER TRAIN STOP FOR RAILROAD TRAIN CONTROLS Filed Fob 1923 3 Sheets-Sheet 2 'INVENTOR HOWARD 5. FoLKER March 10, 1 925,, 1,529,058

H. S. FOLKER TRAIN STOP FOR RAILROAD TRAIN CONTROLS Filed Feb. 1923 3 Shutf-Shut 3 INVENTOR H0 wmvp 5. FM KER Patented Mar. 10, 1925.

UNITED STATES 1,529,058 PATENT OFFICE.

HOWARD S. FOLKER, 0F MILL VALLEY, CALIFORNIA, ASSIGNOR TO THE NATIONAL SAFETY APPLIANCE COMPANY, or SAN OF CALIFORNIA.

FRANCISCO, CALIFORNIA, A CORPORATION TRAIN STOP FOR RAILROAD-TRAIN CONTROLS.

Application filed February 7, 1923. Serial No. 617,553.

To all whom. it may concern:

Be it known that I, HOWARD S. FOLKER, a citizen of the United States, and a resident of Mill Nalley, county of Marin, State of California, have invented certain new and useful In'1provements in Train Stops for Railroad-Train Controls, of which the following'isa specification.

The invention relates to a pneumatic train stopping device which, under certain conditions, -is operated to cause the application of brakes and also, if desired, to give an audible signal to the engineer, and upon other conditions to release the brakes upon restoration of the train stop to its normal position. 1

The structure embodied in the present invention may be substituted for the train stop device shown in my prior patents No. 1,284,285 granted November 12th, 1918. and No. 1,439,081 granted December 19th, 1922.

An object of the present invention is to construct a train stop mechanism which is simplified in many respects, very compact, positive and reliable in operation and of low. cost of construction. 1

Other objects will appear from the subjoined specification and claims when read in connection with the accompanying drawings, in which- Fig. 1 is a diagrammatic view showing the relative position of the train stop with the other apparatus necessary to cause the same to function.

Fig. 2 is an enlarged section of the train stop embodying the invention of the present application shown in its normal position.

Fig. 3 is a similar section showing the train stop in its operative position to cause an automatic application of the brakes.

In the following description the various structural elements are designated by reference numerals, and the pipes, conduits and air chambers by small letters, large letters being used to designate the various pieces of apparatus.

The locomotive apparatus consists of a magneto pneumatic duplex control valve such as shown in my Patent No. 1,439,081, or my co-pending application execu ed and filed of even date as the present application, and given Serial No. 617,552, for re- .ce'iving stop [actuation from any suitable track magnet unit, a double heading release valve R and the pneumatic stop valve S for causing automatic brake application. which latter is the particular subject of. the present application.

The track magnet may be such as shown in the patent granted to me December 19th, 1922, No. 1,4i39,081, or in my co-pending application J Serial No. 574,920, filed July-14th, 1922.

Referring now particularly to the construction of the train stop S, the part 2% is the main connection flange into which all pipe connections lead and it is provided with-a flat surface on one side to which the main body 1 is bolted with suitable bolts, a gasket 10 being inserted therebetween so as to make an air tight joint,

thus insuring-against leakage between the I several air passages. The valve body 1 contains a valve 2 which, for clearness, will bedesignated as the non-release valve. This valve 2 is locatedbetween the brake pipe 25 and the usual engineers automatic brake valve A which is of the flat rotary type having many ports, the interior construction of which it is not necessary to particularly describe herein as it embodies aconstruction which is-well understood in this art.

The valvebody 1 is provided with chambers g and 1" separated by a wall in which a valve seat 8 is provided, said valve seat being so situated as to co-operate with the non-release valve 2, which valve is secured to a valve stem 2. The bottom end of said valve stem projects through a perforated web provided in the valve seat 8. Another valve seat 7, which I will call the application valve seat, is secured in position by means of an application valve seat retainer 20, the application valve 6 co-operating with the seat 7 and is normally closed.

The application valve 6 is secured to a 2 extending from the valve 2. By means of thislconstruction the valve 2 is normally held open when the efiective pressure against the diaphragm 17 in the chamber 6 is great enough to compress the spring 4 which-surrounds the insert 3 which is se cured to the main body 1 and extends into the chamber 2 the insert being provided with a cavity 3 within which'reciprocates the stud 2 extending from the center of the valve 2.

The diaphragm 1.7 is securely clamped at its edge between the main body 1 and the pressure head 11 by suitable cap screws 9. The diaphragm serves as a gasket between the main body l and the head 11 sealing'between the several air passages and forming an air tight wchamber 6.

An application port 2 is provided in the wall of the chamber '2; which'cport functions as the brake pipe service exhaust port.

The main reservoir is so connected that air under pressure will flow through the main connecting flange 24 by suitable pipe and fittings a, thence through the restricted or choke port 15 of fixed capacity, into the passage 0,. thence into the chamber (Z, passing through the valve stem 15 into ;the chamber a of-the stop valve S, building up a pressure therein and holding the diaphragm 17 in normal position. When all the parts are in normal position air under pressure passes through connecting angularly arranged conduits 15' in the end of the stem 15. hen itbecoines necessary by reason of accident to .the mechanism or for any other reason to manually restore the valve to normal position; the stem is screwed in bymeans of thehand wheel12 and communication isv then out off between the chambers 12 and 0 because the mouth 15 of one of the conduits in the end of thestem 15 willhavebeen moved out of the chamber (Z and closed by the surrounding portion of the head 11. A screw release gland 13 is screwthreaded to receive the stem .15 and the hand wheel 12 is-secured to the stem 15 by the nut 14 so that the stem 15 may. be

the said hand tothe chamber 6 should be stopped, the diaphragm 17would become inoperative and I am therefore enabled by the construction just described to quickly replace the piston and ,parts operated thereby into normal position by breaking the seal and turning thehand "wheel 12, forcing the stem 15 into the chamber 6 and 'thus .forcing the diaphragm, I'Tand 'coeoperating parts into nor- 111211POSllQlOIIIBgLPdlQSS ofth'e'air pressure.

The diaphragm 1'1" is preferably made of pure gum diaphragm rubber, consisting of two ply duck with three ply rubber.

Operation.

Let it'be assumed that the installation is set in its normal position, wherein the air is stored under pressure through the double heading release cock R to the air chamber in the duplex control valve (not shown) but connected by pipe 71 (Fig. 1). It is to be understood in general that when a train passes over a track magnet its field acts upon the inductor planes of a control valve which operates upon mechanism to permit the opening or the valve therein because or the air pressure normally exerted thereon.

hen all the parts are in normal position the flow of main reservoir air pressure is as follows:

Starting with the main reservoir pipe 177) through the pipe a. choke fitting 15 into the passage 0, thence into the chamber (7, passing; through the stem 15 into the cham ber or the stop valve S building up pressure therein. forcing the diaphragm 17 and cov.'orl;ing parts into normal position. From the chamber 0 the air enters the passage into pipe g. into and through the release cock l1 thence through the pipe 7i and through the various conduits, passages and chambers of the duplex control valve, building up a pressure therein and ready to act upon the valve to release the same when the magnet attraction on the armsture, which is secured to the valve is suiticiently weakened by the action of the field oi the track magnet.

In normal position the flow of brake pipe air pressure is as follows:

From the automatic brake valve .1, through the brake pipe connections or double. heading cock 1%. passage 7), into the chamber past the valve 2, into the chamber r. into the passage u, thence into the chamber 0. The fluid under pressure also passes i l'OI-l] the chamber 9' into the passage S into the brake pipe 2'. The brake pipe air pressure also flows from the double heading cock B through thespecial cap D. pipe (1). to the release cock R. building up a pressure in all Oidtllt above l'i'ientioncdports. passages and chambers.

lVhen the field or the track in ict op'crates on an armature oi the dug it; control valve. the air n'cssrre in its vai've chamber forces the valve stem upward and permits the escape or the air to atmosphere through passages provided for that purpose in the control valve structure. In either event the brake pipe pressure in the chamber 2: on one side or the diapragm 17, together with the spring 4 above the poppet valve 2, then acts to force the diaphragm 17 towards the chamber 6, thus forcing the poppet valve 2 Cii to seal itself on the seat.l8,lcutting off communication from the *engineers brake valve A to the brake pipe The diaphragm continues to travel, actuated by the brake pipe pressure, until it assumes the position shown in Fig. 3, known as the operative position, in which position the valve 6 is separated from the valve seat "7, thus allowing the brake pipe pressure to .flow from'the brake pipe I? through the chambers s and 3 by passing through the ports. in the'application valve seat retainer 20, thence fromthe chamber '11 to the atmosphere, through the port a, which result causes an audible sound which may act as a signal. This operation causes the brake pipe reduction necessary to apply the brakes and the brake pipe exhaust will remain open until the apparatus is restored to normal position.

After the device is operated and the operative field of the track magnet passed by and the train brought to a stop the double heading lever 200 of the double heading release cock R is manually moved to its released position, being moved preferably from a'position outside of a cab requiring the engineer to dismount therefrom. This closes the lower plugcock, cutting off communication from the pipe g to the pipe l1. and venting any remaining pressure in the chamber of the duplex control'valve to the atmosphere through "a: suitablevent port in the double heading cock, thus relieving the pressure on the end of the valve stem. The valve stem in the duplex control valve then drops due to its weight and its armature then coming into the operative field of the valve magnets is again attracted and restored to normal position. The leverjQOO of the double heading release cock isthen returned to running position thus closing the vent to atmosphere, and the main reservoir pressure again builds up in the chamber 0 forcing the diaphragm'fi into the chamber v, closing the brake pipe exhaust valve 6, forcing the valve 2 away from its seat and restoring communication from the engineers brake valve A to the brake pipe t.

lVhile the lever 200 is in released position the upper plug cock 3000f the doubleheading release valve'is open which allows the brakepipe pressure to flow through the double heading cock'through the pipe (Zr and thence to atmosphere through the re.- lease valve. The lever 200 must be returned to running position for the purpose of closing the exhaust port of this, cock, thereby ensuring that the lower cock' iQO will be opened and in proper operative position. Failure to do so will leave the brakes still unreleased ;as the air is exhausting through the pipe drand'plug cock 300. The returning of the lever 200' to the running position allows the main reservoir pressure to build up in the chambere, forcing the diaphragm 17 into the. chamber n closing the valve 6 onto its seat 7 and raising the valve2 off of its seat 8, as above described.

In double heading, all following engines close the air conduit leading from the engineers automatic control valve, thus preventingthe engineer from operating the train brakes. It is also necessary that the train stops on all following engines be made in operative and the/double heading release cock B provides this means.

lVhen the handle 200 is placed in released or double heading position, the vent pipe air from the stop to the control valves is cut off and the pipe leading from the engineers control valve is closed first. Should the en gineer fail to place the handle 9.00 of the cock R in double heading release position, the stop will still be operative Should the engineer fail to place the handle 200 in running position after double heading, his brake will be applied as soon as he turns the double heading cock to running position because the brake pipe will be vented through the plug cock 300 of the double heading release cock R.

The duplex control valve inductor planes are so constructed that if they bend or break a air pressure will be vented to the atmosphere wlnch will cause an application of brakes in exactly the same way as if the valve of the duplex control valve had been operated by the armature in the regular way. i

As changes of construction could be made within the scope of my invention, it is intended that all matter contained in the a source'of fluid under pressure, a vent port adjacent said diaphragm, a valve seat be tween said vent and said chambers and a valve carried on said diaphragm and arranged to seat on said valve seat when said main valve is open.

2. A valve device having a pair of chambers connected by a valve port, a valve for said port, a means for pressing said valve toward its seat, a diaphragm, having 'one' face exposed to the pressure in one of said chambers and adapted to press said valve to open position, a vent communicating with the chamber near said diaphragm, a valve mounted on said diaphragm to close said vent when said valve isopened and means for supplying fluid under pressure to the side of said diaphragm opposite said chambersz,

3. A valve device of the type described havinga pair of chambers connected by a valve port, a valve for said. port, a spring pressing said valve toward its seat, a diaphragm having one face exposed to the pressure in one of'saidchambers and adapted to presssaid valve to open position, a vent communicating with the chamber near said diaphragm, a. valve mounted on. said diaphragm to closes'aid vent when the. valve controlling the port between said chambers is open, means for supplyingfluid, under pressure to the side of said'jdiaphragm, opposite said chambers and a constricted passage in said fluid: supply means.

4; A device of the type. described which comprisesa. pair of valve: chambers com.- municatingithroughavalve' port, a valve for said, port, a diaphragm; controlling said valve, a pair of chambers formed; on the side of said diaphragm: opposite said valve chambers, a port between, said chambers, a stem slidably mounted in said port and manually slidable therein to flex said diaphragm and open said valve, a passage through said stem adapted to be closed as said stem is movedto open said valve, and a conduit forv pressure fluid to the chamber opposite said diaphragm.

5. A device of the type described which comprises a valve chamber having a valve port for the admission of fluid, a valve for said port, a diaphragmto: control said valve, a chamber, a port leading from said chamber to the side of said diaphragm opposite said VZLlXQ chamber, a slidable stem in said port adapted to contact with. and flex said diaphragm and valve toaopen position, said stem having a passage therethrough the mouth of which moves into contact with the side ofsaid port to close communication to said diaphragm when. said stem is moved to open said valve.

6. A device of the type described which comprises a valve chamber having a valve port for the admission of" fluid, a valve for said port, a diaphragm connected. to control said valve, a chamber having a port communicating with the face of said diaphragm opposite said valve chamber, a stem filling and slidable in said port and having a pas.- sage from said chamber through: said stem, said stem being slidable to flex said diaphragm to move said valve to open position, and saidpassage having amonth movable past the edge of said port to close said passage when said stem is moved to flex said diaphragm, a conduit. to said diaphragm chamber having a constriction, and a passage from the. facezof saiddiaphragmr 7. A. device of. the: type described which comprises a valve chamberha-ving an inlet port, a valve for said port, a diaphragm in said chamber: connected to control said valve, a vent openingin said valve chamber adjacent said diaphragm, an annular valve seat onthe wall of said chamber between said vent opening and said valve port, and a valve mounted on said diaphragm, to seat on said annular valve seat and close communication to said vent opening when said diaphragm, is: in position to hold said first mentioned valve open.

8. A device of the type described which comprises a valvechamber, an inlet port for said chamber, a valve for said port, a diaphragm; comprised in. said chamber positionedto control saidvalve, and means for venting said chamber when said valve is seated: on said port.

9. A deviceof the type described which comprises avalve chamber, an inlet port for said chamber, a valve for said port, a diaphragm comprised in said, chamber, said diaphragm being, connected to control said valve, a passage to supply fluid pressure to the side of said diaphragm opposite said valve to flex said diaphragm and move said valve to open position, and manually operable means to close-said passage and to move said diaphragm and valve to open position.

10; A device of the type described which comprises a pair of valve chambers communicatingthrough a valve port, a valve for said port, a spring pressing said valve toward said port, a diaphragm having a projecting stem contacting with said valve in a direction opposed to said spring, a pressure chamber at the face of said diaphragm opposite said valve chambers, a manually operable stem for manually flexing said diaphragm to a position to open said valve, a supply conduit for fluid to said pressure chamber, and means for stopping the supply of fluid through said conduit when said stem is moved to open said valve.

11. A device of the type described which comprises a valve port, a valve for said port, means for pressing said valve towards said port, a diaphragm having a stem adapted to. force said valve: to open position when said diaphragm. is flexed toward said valve, a chambervat the opposite side of said diaphragm from saidvalve, a stem. in the wall of said chamber opposite said diaphragm manually operable to flex said diaphragm and open said valve. a passage through said stem positioned to be closed when said stem is in open posit-ion and a pressure fluid conduit leading through said passage to said chamber opposite said port, a vent in the side of said chamber near said diaphragm, an annular valve seat mounted on the wall of said chamber between said vent and said valve port, a valve seat retainer for holding said valve seat in position, and a valve mounted on said diaphragm in position to seat on said annular valve seat and having a stem positioned in said valve seat retainer and extending to contact with said port valve.

13. A device of the type described which comprises a valve chamber, a valve in said chamber, means for urging said valve to closed position, a pressure chamber, a dias phragm separating said pressure chamber from said valve chamber, a vent in said valve chamber, a valve carried on said diaphragm in said valve chamber adapted to close said vent when said diaphragm is flexed toward said valve, stems connecting said vent valve to said chamber valve to open the latter when said diaphragm is flexed, manually op erable means for flexing said diaphragm to open said'chamber valve, and a conduit from a source of pressure fluid to said pressure chamber arranged to be closed when said diaphragm is flexed by said manually operable means.

HOWARD S. FOLKER. 

